Brake for railway-cars



2 Sheets-Sheet 1.

(No Model.)

` E. G. DESDE. BRAKE FOR RAILWAY GARS.

E hw N O. IO

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2 sheets-sheet 2.

(No Model.)

E. G. DESDE. BRAKE PoR RAILWAY GARS.

No. 464,753. Patented Deo. 8, 1891.

UNITED STATES PATENT OFFICE.

EDVARD G. DESOE, OF VEST SPRINGFIELD, MASSACHUSETTS.

BRAKE FOR RAI LWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 464,7 53, dated December 8, 1891.

Application tiled August 20, 1891. Serial No. 403,254. (No model.)

relation to the lever mechanism and the brakebeams with brake-shoes thereon to correspond with the wear which takes place between the faces of the brake-shoes and the treads of the car-wheels.

The invention consists, in a brake mechanism, in the combination, with a brake-beam having brake-shoes thereon, a lever connected to the brake-beam, and a connecting-rod having its one end secured to the lever and having at its other a connection with the suitable supporting part therefor, said rod being formed in two parts, the one having ratchet-teeth and the other carrying a pawl to engage said teeth, of a second ratcheted member and a pawl to engage same, which is mounted and connected for a movement with the brake-beam, but to have an extent of movement less` than that of the brakebeam, substantially as will hereinafter more l fully appear.

` beams, having the brake-shoes a a thereon, as

usual, the shoes and brake-beams being suspended from the truck-frame by means of the links b.

c and CZ represent the operating-levers for the brake-beamaeach of said levers having a pivotal connection toward its lower end therewith, as at 10, and the eXtreme lower ends of the said levers are united by the connecting-rod B, which is formed in two parts or sections and connected and adapted to slide the one part on the other in one direction only, so that the distance between the points of connection of the connecting-rod with the levers o and d may be diminished to correspond with the Wear, as will hereinafter more fully appear. The lever d has its upper end pivotally mounted, as at 12, in a fixed supporting part 13 on the truck-frame, and the said lever d is termed the deadlever, while the one c, termed the live-lever has the power imparted, as usual, at its upper end through the rod e.

The connecting-rod B, which consists of the sections f and g, has on the section f the series of ratchet-teeth h and is provided with the pending yokes or clips 14 14:, through which the connecting-rod section b is passed and by which the same is supported. The connecting-rod section g has pivoted thereon the pawlcarrying bar or arm 15, on whichis pinned the pawl j, which takes into the ratchet-teeth h,

and there is a second ratcheted member k and a pawl m, which engages the ratchetteeth of the part k, the said ratcheted member 7c being adapted to havp a movement in clip 18 18, supported in which is the bar 01,.

which carries the pawl m, the latter being mounted and connected on the bar 'n by the duplicated pivoted and united pawl-carrying arms 19 19. The bar n is connected, as at 20,

to the live-lever c between the pivotal and fulcrum point 22, which said lever has in its engagement with the connecting-rod B and the point of connection 10 which said lever has with the brake-beam.

Now with respect to the operation of the IOO mechanism shown in Fig. l. It being as sumed that there is a slight wear on the brake-shoes, but not enough to be material or to require being taken up, as the power-lever e is drawn upon in the direction of the arrow 23 in Fig. l to set the brake in the usual way the live-lever c will be swung to the right from the fulcrum-point :22 and the brakeshoe brought upon the wheel. The bar 'n has, with the brake-beam which is adjacent thereto, a movement less than that of the brake-beam and of the slices thereon, owing to its manner of connection therewith, for, as shown in Fig. l, said bar n is attached to the live-lever c (which in turn is connected to the brake-beam at 10) between the fulcrum 22 and the peint of connection l0 which-the latter has withthe brake-beam, so .that the movement of the bar aand the pawl m thereon will be less than that of the brake-beam and shoes, and if the movement which is required to set the brakeshoes is normal or not excessive the pawl m will slide forward to the extent of a portion only of a ratchettooth, and then as the brake is let off the pawl and the bar n will slide back again over the tooth which had been but partially traversed; but of course if the wear is excessive, requiring to be taken up, the movement of the live-lever to set the brakes becomes increased, and correspondingly and proportionately increased is also the movement of the bar n and the pawl fm, carried thereon, and as or slightly before the brakes are being set the pawl m will have been slid to engage a next forward ratchet-tooth on the member 71;, which is to be regarded as an adj un ct of and in substance in engagement with the brake-beam at the farther end of the truck, the relations between the left-hand end of the member L and the live-lever c are maintained by the pawl engagement between the bar n and part lo, and the movement which the live-lever is next permitted to have-that is, on letting off of the brake-imparts a motion to the section g of the brake-beam connecting-rod B which is so much in excess of that necessary to let the brakes olf in the proper extent, and so much in excess of the movement which the connecting-rod section f has in such letting off of the brakes, that the section g willslide endwise on the section f until anew ratchet-tooth 7L is taken by the pawl j, and theconnecting-rod B, as a whole, is correspondingly shortened.

In the operation of the devices described the pawl mand the part carrying it are-free and capable of moving relative to the part 7a, which said pawl engages at the time the draft is had endwise on the connecting-rod B, at'

which time the other pawlj acts as the medium or connect-ion between the sections of said connecting-rod and prevents the one moving outwardly on the other, while in the reverse movements of the parts or at the time of theletting off of the brakes the draft upon the part carrying the pawl 1n is such as to cause it to take into the teeth of the ratchet on the part 7a, engaged thereby, while the slackening and take-up is had between the sectionsfg of the connecting-rod. Thus the one pawl holds at one set of ratchet-teeth on the connecting-rod section what the other pawl takes up on the other set of ratchetteeth 17.

Having now set forth, in combination with the two-part and pawl-and-ratchet engaged connecting-rod for the opposite brake-beams, one form of ratchet member having a movement in conjunction with the one brakebeam and a pawl which engages the same that is mounted and connected for a movement with the other brake-beam, but in an extent less than that of the said latter brake-beam, on reference to the drawings, Fig. 3, it will be seen that a device acting in substantially the same way, but in accordance with theinvention and for effecting the same results, is shown. In this arrangement the part It, which moves in conjunction with one of the brake-beams, has itsconnection directly'with said brake-beam near the shoes through means of the oblique rods 25, instead of, as in Fig. l, by being a part of the connecting-rod section f and being linked to the brake-beam through the dead-lever b. The bar fn, that carries the pawl m, is also directly attached through the oblique rods 25 to the brakeshoes or to parts of the brake-beam adjacent thereto, and in order that asthis bar n (which has movements coinciding with theV brakebeam to which it is connected) moves-it will not impart to the pawll m so greata movement the pawl is mounted so that there will be a certain amount of lost motion by the bar n before the pawl will be moved therewith as the brakes are set. This manner of mounting the pawl m consists in having its carrier arm or arms 19 `provided with a transverse pin 2S, which ispassed crosswise through a slot 29, which is formed in the bar a, and has a certain proper extent longitudinally of said bar. The spring 30 is applied between the pawl-carrying arms and the bar a as a means of safeguard, so that the'tooth or teeth of the pawl4 will-be held down int-o engagement with the ratchet-teeth on: part k, except when the pawl` is forwardly forced by positive means. At the time of setting up the brake, if the wear is not material, the

W'hen the movement necessary to set thel brakes is therefore su lieient to cause the bar n to move with one of the brake-beams, so' that its slot end bears against and forces-the` pawl-carrier forward to the extent of a tooth on the part k, which is connected, substantially as described, with the further brake IOO ITO

beam, of course the taking up on the connecting-rod b below will bc insured for the same reasons and in the same manner as has been already described in connection with Fig. l, of which the last-described specific construction is a legitimate modification.

An advantage arising from the employment of the device shown in Fig. 3 consists inthe fact that the movements of the taking-up pawl and ratchet parts, which are proportionate in'extent to the movements of the brakeshoes, are controlled and imparted directly by and from the brake-shoes owing to the oblique rods 25 25 shown, and therefore any springing of t-he brake-beams or brake-levers c d will have no effect to take up the brake-rod falsely-that is to say, When there is not such an extent of wear as to warrant same. Where the brake beams and levers c d are formed of Wood or in such form or material as to be capable of intermediately springing, of course there is a point in favor of the device shown in Fig. 3, although wh ere the brake-levers may be relied upon as of a sufficiently rigid construction the form shown in Fig. 1 is deemed desirable and efficient.

' The pawl-carrying arms 15 and 19, Fig. l, are shown as linked together,as at q, and a handle-rod t, connected thereto, which is extended to an accessible place at the end of the truck or otherwise.` This appliance is convenient at the time of replacing the Wornout brake-shoes, at which time the brake-rod has been shortened up correspondingly and in a maximum extent, for as the new and normally thick brake-shoes are applied the connecting-rod requires to be correspondingly lengthened, and at this time the pawls are readily held raised to permit of such by merely drawing on the rod t.

And, therefore, what I claim, and desire to secure by Letters Patent, is

In a brake mechanism,th`ecombination,with a brake-beam having brake-shoes thereon and a lever connected to the brake-beam, and the connecting-rod having its one end secured to the lever and having at its other a connection with a suitable supporting part therefor, said rod being formed in two parts, the one having l ratchet-teeth and the other carrying a pawl to engage said teeth, of a second ratchetedy member and a pawl to engage same, which is mounted and connected for a movement with the brake-beam, but to have an extent of movement less than that of the brake-beam, substantially as and for the purpose'set forth.

EDWARD G. DESOE.

Witnesses:

WM. S. BELLows, J. D. GARFIELD. 

